EP2584693B1 - Procédé d'étalonnage d'un système de commande - Google Patents

Procédé d'étalonnage d'un système de commande Download PDF

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Publication number
EP2584693B1
EP2584693B1 EP12189117.0A EP12189117A EP2584693B1 EP 2584693 B1 EP2584693 B1 EP 2584693B1 EP 12189117 A EP12189117 A EP 12189117A EP 2584693 B1 EP2584693 B1 EP 2584693B1
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EP
European Patent Office
Prior art keywords
rotor
offset
displacement
brake
value
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EP12189117.0A
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German (de)
English (en)
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EP2584693A2 (fr
EP2584693A3 (fr
Inventor
Holger Jürgen König
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Nidec Control Techniques Ltd
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Nidec Control Techniques Ltd
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H02P6/15—Controlling commutation time
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/14—Electronic commutators
    • H02P6/16—Circuit arrangements for detecting position
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/20—Arrangements for starting
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P6/00—Arrangements for controlling synchronous motors or other dynamo-electric motors using electronic commutation dependent on the rotor position; Electronic commutators therefor
    • H02P6/34—Modelling or simulation for control purposes

Definitions

  • the invention relates to a method of calibrating a drive system including a motor.
  • a method of determining a commutation offset for an encoder which works in conjunction with a synchronous motor relates to a method of determining a commutation offset for an encoder which works in conjunction with a synchronous motor.
  • a synchronous motor 10 comprises a stator 12 and a rotor 14.
  • the stator 12 includes a number of coils or windings 16 through which electric currents can be fed.
  • the rotor 14 comprises at least one pair of permanent magnets 18.
  • the example shown in figure 1 is a three phase synchronous motor, which has three separate windings 16 on the stator 12.
  • the rotor 14 shown in figure 1 comprises two pairs of permanent magnets 18.
  • the rotating magnetic field created in the stator 12 can cause rotation of the rotor 14 and the rotor can (usually) also be rotated by other means.
  • the rotor 14 rotates synchronously with the stator 12, and the angle between them produces a resultant net torque, which dictates the net rotational movement of the rotor 14.
  • the net torque on the rotor 14 In order for the net rotational movement of the rotor 14 to be in a desired direction and at a desired speed at any given time, the net torque on the rotor 14 must be controlled.
  • the position and angle at which current is injected through a winding 16 in a stator 12 relative to the permanent magnets in the rotor 14 will determine the configuration of the magnetic flux produced by that winding. This will affect the rotational movement imparted by the winding on the rotor, which in turn determines the net torque on the rotor. It is important to be able to determine the relative position between the stator windings and the permanent magnets of a rotor in a motor in order to determine and control the resultant torque.
  • a rotary encoder also known as a shaft encoder, can convert the angular position or motion of a shaft to an analogue or digital code.
  • a rotary encoder also known as a shaft encoder, can convert the angular position or motion of a shaft to an analogue or digital code.
  • Two main types of rotary encoder are used in practical applications. The first is an incremental rotary encoder, which provides outputs only when the encoder is rotated. The second is an absolute encoder, which produces a unique code for each distinct angle of the shaft.
  • absolute encoders are digital absolute encoders and can be either optical or mechanical. For example an absolute encoder may be placed on one side of the shaft of a motor.
  • It can comprise a rotatable disc on the rotor and some light emitting devices (LED's) on the stator, wherein the relative positioning between a point on the rotor and a point on the stator can be evaluated from the light emitted from the stator LED's.
  • LED's light emitting devices
  • An encoder can comprise memory on, for example, an electronic chip and a processor and/or it can provide feedback to another device that comprises a processing means.
  • the controller or "drive unit” includes a processor which can receive and process information from the encoder.
  • an encoder operates as a feedback device to enable the drive unit to use the relative rotor magnet and stator winding positions for a synchronous motor at any time and synchronise those positions to the timing, phase and angle of current being driven through the stator windings. Therefore accurate encoder feedback can maximise torque output and so can ensure optimal running of the motor.
  • the phasing offset or “commutation offset” for that encoder must be known.
  • the phasing offset or commutation offset is the angle between the zero position of the encoder and the north pole of the permanent magnet on the rotor with which it rotates. Knowing this offset essentially allows the user to calibrate (or align) the encoder with respect to the motor. This calibration enables the drive unit to make sense of the relative position measurements obtained, in order to use them for synchronisation with the current.
  • Motors can be used to power operation of a wide range of devices from very small scale machines to much larger assemblies such as elevators (also known as “lifts”).
  • elevators also known as "lifts”
  • a particular type of elevator which can be operated using a synchronous motor (or servo motor) is a so-called “traction lift” or “rope lift”.
  • traction lift or "rope lift”.
  • Either gearless or geared motors can be used for operating traction lifts.
  • US 2010/253258 A1 discloses a method and apparatus for calibrating a position sensor mounted on the shaft of a permanent magnet synchronous motor, to control the position of a rotor of the permanent magnet synchronous motor relative to a magnetic field produced by a stator of the permanent magnet synchronous motor, in which a DC test current is supplied to stator windings of the permanent magnet synchronous motor to generate a definite magnetic field.
  • a method for calibrating a drive system wherein that drive system includes a motor comprising a rotor having a permanent magnet and a stator having an electric conductor wherein the rotor is rotably moveable with respect to the stator.
  • the drive system further comprises a detector such as an encoder for detecting a relative position of the rotor to the stator, wherein there is an angular offset between a position of the detector and a position of the rotor, and a controller for controlling a supply of current to the conductor based on the relative positions of the rotor and stator.
  • the method comprises setting the motor to standstill, applying a brake to the motor and determining an angular offset between the rotor and the detector. This determination is made by assuming an initial value of the offset between the detector and the rotor and calculating a characteristic of a current supply required, such as its phase timing or angle, in order to maximise torque on the rotor for that assumed initial value of the offset.
  • the method further comprises supplying current having that characteristic to the conductor when the brake is applied and determining a displacement of the rotor from its standstill position, when the brake remains applied, as a result of that current. This process is repeated for a plurality of different assumed values of the offset, until the assumed value has been changed by 360 degrees. Thereafter a functional relationship is calculated between the assumed value of the offset and the measured displacements of the rotor and that functional relationship is used to determine the correct value of the offset.
  • the functional relationship between the assumed values of the offset and the measured displacements of the rotor may be represented as a Fourier series.
  • a Fourier transform such as a discrete Fourier transform may be applied to that Fourier series in order to determine the correct value of the offset.
  • the displacement of the rotor from its standstill position for each assumed value of the offset may be allowed only up to a predetermined displacement threshold wherein, if that threshold is exceeded, it is determined that the braking force on the motor is not strong enough and the test is repeated with the motor braked more strongly.
  • the method can further comprise using the determined value of the offset between the detector and the rotor to calibrate the detector to the motor for subsequent use.
  • the detector can determine an instantaneous relative position between the rotor and the stator and the controller can control a supply of electricity to the electric conductor on the stator based on said relative position, for example to maximise torque applied to the rotor.
  • a drive system comprising a motor having a rotor, a stator, a detector and a controller wherein the controller is arranged and operable to control supply of current to a conductor on the stator based on its relative position to the rotor by determining an angular offset between the rotor and detector according to the method set out above.
  • a computer, drive unit or computer processor programmed and operable to determine an angular offset between a detector and a rotor in a drive system according to the method set out above.
  • a method for calibrating a drive system by determining the phasing offset or commutation offset between an encoder and the north pole of a permanent magnet within a motor which is comprised in the drive system.
  • the motor may be a synchronous or servo motor for driving operation of a mechanical device.
  • the servo motor may act as a traction drive for a traction lift or rope lift.
  • the method can be implemented when the motor is under load. So, in the example of a servo motor acting as a traction drive, there is no need to fix the cabin or counterweight or to remove the ropes of the traction lift before performing the offset measurement.
  • the determination is made when the motor is at "standstill", meaning that it is made when the motor (which may or may not have a load applied thereto) is initially stationary and has a brake applied to it in order to substantially prevent movement of the motor if a torque is applied thereto.
  • the method comprises programming the drive unit (or other controller) to assume an initial (arbitrary) value for the commutation offset.
  • the controller uses that initial value of the commutation offset, along with the relative stator and rotor positions as detected by the encoder, to calculate the phase and timing of current through the stator windings that should result in maximum torque on the motor for that value of the commutation offset.
  • a current is then applied to the stator windings at a fixed level, in accordance with the calculated phase and timings.
  • the corresponding rotor displacements are recorded for each value of commutation offset, until the assumed value of the commutation offset has been changed by 360 degrees electrical as compared to its initial value.
  • the displacement values recorded are then used to determine the correct value of the commutation offset, for example by applying Fourier analysis.
  • the determined correct value of the commutation offset can be used to calibrate the encoder to the motor. This provides the drive unit with a reference position, to make sense of the relative positions of the stator and rotor of the motor. It therefore enables the drive unit to accurately control current supply to the stator windings, to synchronise the current with those relative positions and thereby maximise and control the torque on the rotor.
  • Figure 1 shows the component parts of a synchronous motor 10.
  • An encoder (not shown) can be mounted on, or integral to, the shaft of the motor in order to rotate with the rotor 14.
  • the phasing offset or commutation offset of a motor 10 comprises the angular displacement or offset of the zero position of the encoder as compared to the north pole of the permanent magnet(s) of the rotor 14.
  • the zero position of the encoder may be physically shown as a zero marking on the encoder body or it may be a virtual reference point, representing a point on the encoder before it is rotated by the shaft of the motor.
  • the zero position for the encoder In order to provide accurate feedback for correct current control within the motor 10, the zero position for the encoder must either be physically aligned with the north pole of the permanent magnets on the rotor 14, or the offset between that zero position and north pole must be known and accounted for. In practice it is difficult and time consuming to align the zero position of an encoder with the north pole of the rotor with which it operates during manufacture or assembly of the motor. Therefore it is highly preferable to instead fix the encoder to the shaft of a motor with the zero position of the encoder being at an arbitrary position and then to determine the phasing offset or commutation offset between that zero position and the north pole.
  • the user may wish to determine the position of the north pole of the permanent magnet 18 of the rotor 14. As is known to the skilled reader, this can be found by running DC current through the winding(s) 16 on the stator 12. This current will create a fixed magnetic field with which the permanent magnets 18 of the rotor 14 will align. The north pole of the permanent magnets can thus be determined from that alignment.
  • the commutation offset will comprise the angular separation between the north pole point on the rotor and the point on the rotor or shaft which corresponds to the zero position of the encoder. If the zero position is marked on the encoder, the commutation angle can be seen when DC current is fed through the stator windings. However merely seeing the commutation offset is not enough; it must be measured for accurate current control to maximise torque for the motor.
  • a method for measuring the phasing offset or commutation offset of a synchronous motor at standstill can be better understood with respect to figure 2 herein.
  • the motor should be set to standstill 20, with no applied torque.
  • the motor is then prevented from rotating freely - this is normally be done by applying a brake to the motor 21. However, it is not necessary to remove any load from the motor or to fix that load.
  • a constant torque is applied to the motor (wherein the brake counteracts that constant torque in order to keep the motor substantially stationary).
  • the constant torque should be set to between 20 and 100 percent nominal torque however it is possible for the method to be implemented using a lower constant torque value, if desired.
  • the constant torque should not exceed 100 percent of the nominal torque.
  • the brake should be able to withstand an additional motor torque of about 20 percent of the nominal torque during the testing process.
  • the braked motor resembles a spring when current is fed to the stator, with the braking force of the brake acting against the turning force imparted by the rotating magnetic fields.
  • the small movement or displacement d 1 that is caused when the current is applied for the initial value of the commutation offset is measured at step 24, using the encoder.
  • the next step in the method is to make an incremental change 25 to the assumed value of the commutation offset between the encoder and the north pole of the motor.
  • the drive unit will calculate and apply a different current phase and timing, for maximization of the applied torque. Because the magnitude (or level) of the current is fixed, this change to the phase and timing will change the angle between magnetic flux and current in the motor, hence changing the torque, and so will cause a different slight movement of the rotor from its initial standstill position, when the brake is applied thereto.
  • that movement would be microscopic, usually between 0.01 and 0.1 degrees, for example around 0.03 degrees of rotation.
  • the next step in the method is therefore to measure that microscopic motion or displacement 26 that occurs for the newly-assumed value of the commutation offset.
  • i 1, 2...n.
  • the corresponding displacements d i are determined and recorded for each incremental change in c i until, after n steps, the commutation offset c i has been changed by 360 degrees electrical.
  • the measured displacement will not vary purely sinusoidally with assumed value of commutation offset in practice.
  • Physical effects from, for example, the brake backlash and the load on the motor, such as the cabin load if the motor is part of a traction lift system, will be superimposed on the theoretical sinusoidal function.
  • the method described herein obtains the commutation offset by determining a functional relationship between the recorded commutation offset values d i and displacement values c i and performing Fourier analysis on that functional relationship.
  • a Fourier series for a function is an approximation of that function as a (potentially infinite) combination of oscillating functions. It is represented as the sum of sine (sin) and cosine (cos) functions.
  • the functional relationship between c i and d i is represented as a Fourier series in order to determine the commutation offset (co). It has been recognized herein that representing the functional relationship between c i and d i as a Fourier series is particularly useful because, despite the disturbances by real world effects making the relationship not purely sinusoidal, Lorentz law determines that the relationship should nonetheless be periodic.
  • Fourier analysis and representing a functional relationship as a Fourier series enables all measurement points (or as many measurement points as desired by the user) to be taken into account. Therefore the resulting determination of the correct value of the commutation offset will be more accurate.
  • the applied torque on the motor and hence the displacement of the rotor d i should be maximised.
  • the torque should vary periodically with the assumed value of the commutation offset c i and so the displacement d i of the rotor when the brake is applied should also vary periodically with the assumed values of commutation offset.
  • an accurate method for obtaining the correct value of the commutation offset from the measured values is to apply a discrete Fourier transform (DFT) to the Fourier series representing the measured functional relationship between c i and d i .
  • DFT discrete Fourier transform
  • Equation 1 and 2 A mathematical representation of the Fourier analysis applied in the present method is shown in equations 1 and 2 below.
  • c i is changed from an angle in degrees to an angle in radians in order to calculate the sine and cosine sums in equations 1 and 2.
  • co which corresponds to the phase shift of the fundamental of the DFT function
  • Ss is divded by Sc to give a tangent value of an intermediate value, co_row.
  • equation 3 below therefore the arc tangent of Ss over Sc is calculated and the resultant value is converted back to degrees from radians, to output a value co row.
  • the commutation offset co is a phase offset measured in degrees electrical. It has a range from zero to 360 degrees electrical. As the skilled person will know, 360 degrees electrical is the same as 360 mechanical of the motor shaft divided by the number of pole pairs of permanent magnets within the rotor. So for an eight pole motor, which has four pole pairs, 360 degrees electrical is 90 degrees of a mechanical rotor turn.
  • the encoder can be used to calibrate or tune the encoder for subsequent use with the motor. This can be done automatically and/or it can be user controlled.
  • the encoder senses relative positioning between the stator and rotor of a motor and can feed that information back to a processor, for example a drive unit, in order to synchronise that relative positioning with the current fed into the stator windings, to maximise torque for the motor.
  • a processor for example a drive unit
  • the encoder In order to accurately determine the relative positioning of the rotor and stator, the encoder must know its own positioning relative to the north pole of the rotor, which is why calculation of the commutation offset co is very important.
  • an encoder can be selected and arranged to measure the displacement values accurately.
  • the encoder should be a sincos encoder of a relatively high resolution. For example an SC.Endat , SC.Hiper or SC.SSI encoder can be used.
  • the encoder (or other detector) used should be sensitive enough to detect displacement of the motor shaft or rotor at a very small level.
  • the encoder can be arranged to measure the displacement in increments wherein one increment is 1/65536 of a complete turn (or rotation) of the rotor, or less. If the encoder is arranged to measure the displacements as a result of the incremental changes to the assumed value of the commutation offset in unit-less steps or increments, and if a particular change in commutation offset results in a displacement of less than one step or increment, the test can be repeated using increased constant torque (achieved by changing magnitude of the constant current at step 23 in figure 2 ).
  • the encoder may be able to record or filter the measurement values, or it may just feed them back to a processor, for example a processor comprised within a drive unit.
  • the drive unit can be programmed to abort the testing method if certain conditions are not met. For example, if the displacement d i at any time exceeds a predetermined value, for example if the rotor turns by more than 1/16 of a complete turn, the drive unit can determine that the motor is not fixed enough by the brake and so can abort the test in order for the motor to be set properly to standstill. Additionally or alternatively, if it is determined that the resolution of the encoder is not high enough to detect the displacements caused by the application of the current when the brake is applied to the motor, and so the system cannot ultimately determine the correct value of the commutation offset, the test can be aborted since it would not output useful results.
  • the method described herein does not require any additional measurement or processing means to be incorporated into a motor or drive system in order to calibrate it.
  • relatively high resolution encoders are already available. Such encoders have the detection sensitivity and capability to measure the small displacements necessary for this method.
  • conventional drive systems include drive units or other processing means which can perform a Fourier analysis using those measured values in order to output an accurate and reliable value of the commutation offset.
  • the present method does not require the monitoring or manipulation of complex values such as inductance distribution. Instead, only displacement of the rotor needs to be measured and recorded.
  • the motor can be operated within a range of different systems.
  • the example of a lift system is given above however the solution described herein can be implemented in other types of mechanical system, from very small systems to large industrial systems.
  • a gearless motor is mentioned above however the method can also be implemented for a geared motor.
  • particular types of encoder have been mentioned above however any encoder or other means that can detect and record small scale displacements of a motor when it is fixed can be used.
  • a computer such as a drive unit or a general-purpose computer can be configured or adapted to perform the described method.
  • the computer comprises a processor, a memory, and a display.
  • the computer or drive unit can also comprise one or more input devices (such as a mouse and/or keyboard) and/or a communications adapter for connecting to other computers or networks.
  • the computer can execute computer-executable instructions held in the memory and the results of the processing may be displayed to a user on the display.
  • User inputs for controlling the operation of the computer may be received via input device(s).
  • a computer readable medium e.g. a carrier disk or carrier signal
  • a computer program having code portions executable by the computer readable medium may also be provided.
  • a record carrier comprising instructions for carrying out the described method may be provided.
  • the record carrier may be a solid state record carrier such as a volatile or non volatile memory, ROM, EPROM, or EEPROM.
  • the record carrier may be a magnetic and/or an optical carrier such as a CD-ROM or a DVD-ROM.
  • the record carrier may comprise a signal such as a wireless signal or a signal that can be communicated down a wire such as a fibre optic wire.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Control Of Ac Motors In General (AREA)
  • Control Of Multiple Motors (AREA)

Claims (13)

  1. Procédé d'étalonnage d'un système de commande, ledit système de commande comprenant un moteur synchrone (10) comportant un rotor (14) comprenant un aimant permanent (18) et un stator (12) doté d'un conducteur électrique (16), ledit aimant permanent (18) étant mobile en rotation par rapport audit conducteur électrique (16) ;
    le système de commande comportant en outre un détecteur servant à détecter une position relative du rotor (14) par rapport au stator (12), et un régulateur servant à réguler une alimentation en courant du conducteur (16), d'après ladite position relative ;
    le procédé étant caractérisé par les étapes consistant à placer le moteur synchrone (10) en immobilité, appliquer un frein au moteur synchrone (10) et déterminer un décalage angulaire (co) entre le rotor (14) et le détecteur en :
    présumer une valeur initiale (ci) du décalage (co) entre le détecteur et le rotor (14) ;
    calculer une caractéristique de l'alimentation en courant nécessaire pour maximiser le couple sur le rotor (14) pour la valeur initiale présumée (ci) en question du décalage (co) ;
    fournir un courant présentant ladite caractéristique au conducteur (16), lorsque le frein est appliqué ;
    déterminer un déplacement (di) du rotor (14) à partir de sa position d'immobilité, lorsque le frein est appliqué, sous l'effet dudit courant ;
    apporter une pluralité de modifications incrémentales à la valeur présumée (ci) du décalage (co), les modifications incrémentales étant effectuées jusqu'à ce que la valeur présumée (ci) du décalage (co) ait été modifiée de 360 degrés ;
    déterminer un déplacement du rotor (14) à partir de sa position d'immobilité, lorsque le frein est appliqué, pour chaque valeur présumée (ci) du décalage (co) ;
    calculer une relation fonctionnelle entre les valeurs présumées (ci) du décalage (co) et le déplacement (di) du rotor lorsque le frein est appliqué ;
    représenter la relation fonctionnelle entre les valeurs présumées (ci) du décalage (co) et le déplacement (di) du rotor lorsque le frein est appliqué comme une série de Fourier ; et
    utiliser ladite relation fonctionnelle pour déterminer la valeur correcte du décalage (co).
  2. Procédé selon la revendication 1, l'étape de détermination de la valeur correcte du décalage (co) comportant la détermination de la valeur présumée (ci) du décalage (co) pour laquelle le déplacement (di) correspondant était maximisé.
  3. Procédé selon l'une quelconque des revendications précédentes, comportant en outre l'application d'une transformation de Fourier à la série de Fourier, la valeur correcte du décalage (10) étant déterminée à partir d'un déphasage du pic fondamental dans la fonction issue de la transformation de Fourier, ladite transformation de Fourier étant de préférence une transformation de Fourier discrète (DFT).
  4. Procédé selon l'une quelconque des revendications précédentes, l'étape d'application d'un frein au moteur synchrone ne permettant le déplacement du rotor que jusqu'à un seuil de déplacement prédéterminé, ledit seuil de déplacement prédéterminé étant de préférence d'1/16ème de tour du rotor.
  5. Procédé selon l'une quelconque des revendications précédentes, le déplacement du rotor du fait de chaque modification incrémentale de la valeur présumée du décalage comportant un déplacement en rotation compris entre 0,01 et 0,10 degrés.
  6. Procédé selon l'une quelconque des revendications précédentes comportant en outre l'étape consistant à utiliser la valeur correcte déterminée du décalage (co) pour étalonner une position physique du détecteur par rapport à un point sur le moteur synchrone, ledit point sur le moteur synchrone comportant de préférence un pôle Nord magnétique.
  7. Procédé selon l'une quelconque des revendications précédentes comportant en outre les étapes consistant à :
    utiliser la valeur déterminée du décalage (co) pour étalonner le détecteur au moteur synchrone puis déterminer une position relative entre le rotor et le stator, et utiliser le régulateur pour réguler une alimentation en électricité du conducteur électrique d'après ladite position relative.
  8. Procédé selon la revendication 7 le régulateur régulant l'alimentation en électricité afin de maximiser le couple appliqué au rotor, ladite alimentation en électricité étant de préférence une alimentation à courant alternatif.
  9. Procédé selon l'une quelconque des revendications précédentes, ledit détecteur comportant un codeur.
  10. Procédé selon l'une quelconque des revendications précédentes, le moteur synchrone étant sous charge.
  11. Système de commande comprenant un moteur synchrone (10) comportant un rotor (14) doté d'un aimant permanent (18) et un stator (12) doté d'un conducteur électrique (16), ledit aimant permanent (18) étant mobile en rotation par rapport audit conducteur électrique (16) ;
    ledit système de commande comportant en outre un détecteur agencé et exploitable pour détecter une position relative entre le rotor (14) et le stator (12), un décalage angulaire (co) existant entre le rotor (14) et le détecteur ;
    le système de commande étant en outre caractérisé par un régulateur agencé et exploitable pour réguler une alimentation en courant du conducteur (16), d'après ladite position relative, en réalisant les étapes suivantes lorsque le moteur synchrone (10) est placé en immobilité et freiné :
    présumer une valeur initiale (ci) du décalage (co) entre le détecteur et le rotor (14) ;
    calculer une caractéristique de l'alimentation en courant nécessaire pour maximiser le couple sur le rotor (14) pour la valeur initiale présumée (ci) en question du décalage (co) ;
    fournir un courant présentant ladite caractéristique au conducteur (16), lorsque le frein est appliqué ;
    déterminer un déplacement (di) du rotor (14) à partir de sa position d'immobilité, lorsque le frein est appliqué, sous l'effet dudit courant ;
    apporter une pluralité de modifications incrémentales à la valeur présumée (ci) du décalage (co), les modifications incrémentales étant effectuées jusqu'à ce que la valeur présumée (ci) du décalage (co) ait été modifiée de 360 degrés ;
    déterminer un déplacement du rotor à partir de sa position d'immobilité, lorsque le frein est appliqué, pour chaque valeur présumée (ci) du décalage (co) ;
    calculer une relation fonctionnelle entre les valeurs présumées (ci) du décalage (co) et le déplacement (di) du rotor lorsque le frein est appliqué ;
    représenter la relation fonctionnelle entre les valeurs présumées (ci) du décalage (co) et le déplacement (di) du rotor lorsque le frein est appliqué comme une série de Fourier ; et
    utiliser ladite relation fonctionnelle pour déterminer une valeur correcte du décalage (co).
  12. Système de commande selon la revendication 11, ledit régulateur étant agencé et exploitable pour étalonner le détecteur vis-à-vis du moteur synchrone (10) d'après la détermination dudit décalage (co).
  13. Système de commande selon la revendication 12, le régulateur étant agencé et exploitable pour étalonner automatiquement le détecteur vis-à-vis du moteur synchrone (10) suite au raccordement dudit détecteur dans le système de commande.
EP12189117.0A 2011-10-18 2012-10-18 Procédé d'étalonnage d'un système de commande Not-in-force EP2584693B1 (fr)

Applications Claiming Priority (1)

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GB1118004.9A GB2497721B (en) 2011-10-18 2011-10-18 Method of calibrating a drive system

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EP2584693A2 EP2584693A2 (fr) 2013-04-24
EP2584693A3 EP2584693A3 (fr) 2018-01-24
EP2584693B1 true EP2584693B1 (fr) 2019-03-13

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Publication number Priority date Publication date Assignee Title
DE112013003773A5 (de) * 2012-08-02 2015-07-16 Schaeffler Technologies AG & Co. KG Verfahren zur Bestimmung einer Position eines Elektromotors insbesondere in einem Kupplungsbetätigungssystem eines Kraftfahrzeuges
GB2527114B (en) * 2014-06-12 2017-03-01 Control Techniques Ltd Method and system for determining an offset between a detector and a point on a motor
JP6195989B2 (ja) * 2014-06-17 2017-09-13 三菱電機株式会社 圧縮機、冷凍サイクル装置、および空気調和機
CN116359864A (zh) * 2020-05-22 2023-06-30 四川中科成光科技有限公司 雷达转台校北控制系统
FR3131345A1 (fr) * 2021-12-27 2023-06-30 Somfy Activites Sa Actionneur électromécanique comportant un moteur électrique sans capteurs, installation de fermeture comportant un tel actionneur électromécanique

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Publication number Priority date Publication date Assignee Title
EP1435090A2 (fr) * 2001-10-01 2004-07-07 Delphi Technologies, Inc. Procede et appareil permettant d'etalonner et d'initialiser un moteur a commutation electronique
DE102006031453A1 (de) * 2006-07-07 2008-01-17 Festo Ag & Co. Elektrischer Motor und Verfahren
DE102008006983A1 (de) * 2008-01-31 2009-08-13 Siemens Aktiengesellschaft Verfahren zur Ermittlung eines Korrekturwertes für die Winkellage des Rotors eines elektrisch kommutierten reversierbaren Synchron-Motors
US8106618B2 (en) * 2009-04-02 2012-01-31 Daimler Ag Method and device for calibrating a position sensor placed on a shaft of a permanent magnet synchronous motor

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EP2584693A2 (fr) 2013-04-24
GB201118004D0 (en) 2011-11-30
EP2584693A3 (fr) 2018-01-24
GB2497721A (en) 2013-06-26
ES2724777T3 (es) 2019-09-16
GB2497721B (en) 2017-07-05

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